Control for internal combustion engines



Dec. 10, 1935. A. N. GUsTAFsoN CONTROL FOR INTERNAL COMBUSTlON ENGINES Filed July l. 1930 3 Sheets-Sheet 1 Dec. 10, 1935.

A. N. GUsTAFsoN CONTROL FOR INT'ERNAL COMBUSTION ENGINES Filed July l, 1950 3 Sheets-Sheet 2 .N su

Dec. 10, 1935. A. N. GUsTAFsoN 2,023,413

CONTROL FOR INTERNAL COMBUSTION ENGINES Filed July l. 1930 3 Shee'ts-Sheet 3 jLJ a N N Us g1 \o w M w ig E Y /m/f//mfi Patented Dec. 10,l 1935 UNITED STATES 2,023,418 u coN'raoL ron 'INTERNAL coMaUs'rroN EN GIN Aurea N. Gustafson, west chester, rgmignor to Schramm, Incorporated, West Chester, Pa., a corporation of Pennsylvania Application July 1, 1930, Serial No. 465,119 I Claims.

This invention relates to controlling means for an internal combustion engine and particularly a controlling means for an engine arranged to drive a welding apparatus, consisting of a generator and suitable electrode connections, and/or a compressor, the invention relating broadly to means for effecting idling of the engine upon removal of the load and for effecting the delivery of suiiicient power when under load.

Certain features of the invention disclosed herein are claimed in my divisional application, Serial No. 582,295, iiled December 21, 1931.

Arc welding apparatus consisting of an internal combustion engine driving a generator which furnishes the current for the arc is in common use. Heretofore there have been devised various controls which automatically close the throttle of the engine when the load is removed from the generator and which automatically open the throttle upon the striking of an arc. Assuming,

- in the case of the ordinary apparatus, that the engine is idling with a closed throttle, if the workman strikes an arc between the electrode and the object to be welded, there is an appreciable time taken up for the engine to come up to full speed and generate suilicient current for properly carrying out the welding operation. While this delay is a matter oi' seconds, it is annoying to the workman who is doing the welding and in an entire welding operation considerable time is taken up by these intervals during which the engine is gaining speed.

It is one object of the present invention to provide a throttling means for an engine which, as

in the case heretofore discussed, will serve to slow down the engine upon the removal of a load and speed up the engine by permitting the introduction of a larger amount of mixture upon the application oi' -a load. The present controlling means, however, diifers broadly from that heretofore used in that upon the removal of the load the engine is not immediately throttled down to an idling speed but such throttling occurs only after a substantial interval of time. The object of providing this interval in connection with the welding apparatus is to permit the workman to replace an electrode and continue the welding operation without being obliged to wait until the-engine is operating at sumcient speed to cause the generator to supply the necessary current. In otherl words, with the present invention it is assured that the engine will not operate for any extended periods of time at high speeds without loads, but on the other hand the engine will not slow down to idling speed immediately upon the removal of the load.

A further object relates to the provision of an improved controlling means which may operate with or without the delayed action referred to above. In a simple form it may replace the con- (Cl. 29o-40) trolling mechanisms heretofore used in connection with welding apparatus.

It has been found highly advantageous, particularly for structural work, to combine in one unit both a compressor and generator driven by 5 a single internal combustion engine so that, for example, compressed air may be available for riveting work and electricity for welding work in .the same operation. 'I'he` invention is, in its specific aspect, applicable to an arrangement of this type and has for another object the provision of a control for the engine subject to operation under the influence of either the compressor or -generator or both.

Further objects of the invention relate to ieatures of control of the compressor and engine by the compressed uid whereby the compressing action of the compressor is interrupted when the pressure in a reservoir reaches a predetermined maximum and is renewed when the pressure falls. One specific feature of this control consists of means for permitting the idling engine to gain speed prior to the loading of the compressor.

It will be understood as the description proceeds that the various features of the invention are applicable not only to the combination compressor-generator unit disclosed vbut also to simple compressor imits and simple generator units driven separately by suitable engines.

Further objects of the invention relating particularly to details of construction will be apparent from the following description read in conjunction with the accompanying drawings, in which:

Fig. 1 is a diagrammatic illustration, partially 35 in section, of one part of the controlling means, showing particularly the parts immediately connected with the internal combustion engine and generator; and

Fig. 2 is a similar diagrammatic illustration of 40 the remainder oi' the controlling means, showing particularly the connections to the supply tank andcompressor intake valve, and

Fig. 3 is a general diagrammatic view of a complete unit. y

There will first be described those elements of the controlling means illustrated in Figure 1 and particularly related to the welding apparatus, and thereafter there will be described the elements of Figure 2, followed by a description of the operation ofthe complete mechanism.

The generator, whichis diagrammatically `il lustrated at 2, is driven bythe internal combustion engine indicatedjat I'which alsovdrives` the air compressor. `In one typev of unit which is found to be quite satisfactory, the generator is directly connected tol the shaft of the engine which .is operated at a suitable high speed, the compressor being connected by a belt I 20 to the engine shaft so as to be driven at a lower speed.

Preferably a clutch |22 is interposed between the engine and compressor so that the latter will not operate when the generator only is being used. In an arrangement of this sort the engine is operating at a higher speed than engines which are normally used to directly drive compressors.

The welding electrode 4 is connected to one pole of the generator through a steadying resistance 6 in the usual manner, the other pole ofthe generator being connected to the article 1 to be welded.

While current is flowing during the welding operation there will be a potential drop across the resistance 6. lShunted across this resistance is an, electromagnet 8, the armature I6 of which normally rests against the open end I2 of a pipe I4 communicating with a cylinder I6. The end I2 of the pipe is formed of rubber tubing or the like against which the armaturev I6 bears in airtight relationship, so that the armature |6 constitutes, in effect, an electrically controlled valve.

Within the cylinder I6 there slides a piston I8 connected to a butterfly valve 20 in the intake from the carbureter 2|, the piston being normally urged outwardly by a spring 22 to locate the butterfly valve in open position. The connection between valve 26 and piston |8 is effected through the medium of an arm on the valve spindle received in the groove of a nut 23 threaded on the piston rod and held in position by a lock nut. Adjustment of nut 23 serves as a. ready means for controlling the idling speed of the engine,

y' adjustment being made when the piston is at its a second butterfly valve 32 which is connected by means indicated at 34 with the usual speed governor, conventionally illustrated at 36. This butterfly valve is so connected as to close when the speed rises above a predetermined limit and open when the speed falls so that, disregarding the valve 26, the engine speed would be maintained substantially constant, this constant speed being the normal speed of opera-tion at full load.

The communication between pipe 28 and cylinder I6 is restricted as indicated at 38 for a purpose hereinafter pointed out.

Passing now to Figure 2, it will be seen that only lso much of thev compressor and driving engine is disclosed as is necessary to clearly show the operation of the controlling device. It will be understood that the compressor may be provided with any number of cylinders, one of which, containing a reciprocating piston, is illustrated at 42. The cylinder head 43 is provided with suitable Valve controlled inlet and exit openings, the former being shown at 44. The compressed air, or other gas, is forced from the cylinder into the usual supply tank. 46 from which it may be drawn for use. The inlet valve comprises a disk 48 pressed upwardly by springs 56 against a suitable seat to normally prevent exit of air during the upstroke of the piston, the springs 56 yielding during the downstroke under atmospheric presvsure above disk 48 to permit entrance of air into the cylinder. A plurality of fingers 52 'are normally held spaced upwardly away from disk 48 by a spring 54 acting to move upwardly their supporting piston 56 slidable in a cylinder 58 which communicates'at its upper end with a T- fitting 66 in an air line 6|. It will be seen that admission of air at suilcient pressure into line 5 6| will depress piston 56 and fingers 52 to open the intake valve during the maintenance of pressure in the line. Similar means for opening the intake valves of the other cylinders communicate in like manner with line 6|. Other types of 10 inlet valves may be controlled by suitable air pressure actuated means as will be readily understood.

The valve which controls the flow of air into lines 6| and 96, which latter is later described, 15 comprises a casing 62 surmounted by a bonnet 64 to which is secured a tube 65 furnishing communication between the tank 46 and the interior of the valve. A disk 68 having plane faces is located within an upper cylindrical portion of 20 the bore of ,casing 62 and is adapted for vertical movement between an annular plane seat 66 formed on bonnet .64 and an annular plane seat 14 formed on the upper end of a bushing 12. The disk and seats are finely ground to in- 25 'the bore for leakage of air. A spring 16, extend- 30 ing through bushing 12, normally forces the disk against seat 66, its tension being adjustable by inward or outward movement of its abutment provided on a screw 18 threaded into the interior of the casing. A hole 86 extending axially 35 through the screw furnishes communication between the interior of the casing below the disk and the atmosphere. A screen 8| prevents dirt particles from the tank 46 from entering the valve and causing faulty seating of the disk.

A T-fltting 82 communicates with the interior of the casing as shown outside of and below seat 66. The fitting is connected respectively to air lines 6| and 96, the end communicating with the former being provided with a ball check valve 45 84 resting on a seat 86 and retained in the fitting by a cross pin 88.

The line 96 communicates with the lower end of a cylinder 62 within which slides a piston 94 urged downwardly by a spring 62 reacting against 50 the cylinder head 98 so as to normally retract the tapered upper end |66 of the piston rod from its seat |62 communicating with a connection |64 to a plug or other suitable shut off valve |66, the other side of which is connected through a pipe 55 |68 with a T-fitting 6 in the line I4 between the seat I2 and cylinder I6, as illustrated in Figure 1. Openings ||2 in the head 88 normally furnish communication between connection |64 and the atmosphere except when the end |66 50 of the piston rod engages its seat |62 shutting off such communication.

'I'here will now be considered the operation of the apparatus when the generator aloney is being used. At this time valve |66 will be closed 65 thereby cutting off all the apparatus illustrated in Figure 2 from that illustrated in Figure 1.

The compressor may be disco-nnected from the engine by throwing out the clutch in the connections therewith; or, if noY clutch is interposed, as may sometimes be desirable, the compressor may be idly driven. Such idle operation may be effected by opening tank 46 to the atmosphere, by depressing fingers 52 by some type of manual adjusting means (not illustrated) so as to hold sery the'intake valves open, or by making use ofthe control arrangement by permitting operation of the compressor until normal load pressure is attained in tank 48 whereupon the intake valves will beopened in the manner hereafter described. Since valve |08 is closed it is necessary to consider only the operation of the elementsin Figure l.' At this time valve 29 is open.

Assuming that the are has not been struckbetween the electrode 4 and the article 1 to-be welded, there will be no potential drop across the resistance 6 and consequently the electromagnet 8 will be deenergized. The armature I 0 will then close the end I2 of the tube I4. At this time the butterfly valve 32 is in wide open position so that, unless another control was provided, the engine speed would tend to build up to normal full load speed, which is rather high and for the maintenance of which speed a considerable amount' of fuel would be used. 'I'his speed would accordingly be rather objectionable in the absence of a load on the engine. At this time, however, a vacuum is produced in the cylinder I8 drawing piston I8 to the left and closing valve 20 to its idling position so that the speed is reduced to an idling speed. The action occurring in drawing the pistonv I8 to the left is somewhat cumulative since, as the valve 20 closes, the vacuum in thev intake manifold increases. Accordingly the valve closes with an accelerated movement. The position of the parts justsde-IVV scribed would be the normal one when welding was not being done. The tank 30, as well as the cylinder I 8, would be subject Vto the vacuum exek isting in the intake manifold. f

If, now, the arc is struck at the electrode 4, there will at first be a relatively slight ilow of current because of the considerably reduced speed of the generator, but this will be enough to produce a voltage drop across the coil '8 suiilcient to energize the electromagnet and thereby open the tube I4 to the atmosphere. As soon as this occurs, air rushes into the cylinder and valve l2li is snapped open due to the action of the spring 22. Since prior to this time the valve 32 will be fully open due to the low speed of the engine, the full amount of fuel will be introduced so that the engine is capable of picking up to full load speed in a minimum of time. In order to prevent lag due to the necessity of air illling the tank 30,'the restricted opening is provided at 08. By reason of this, the cylinder pressure reaches atmospheric some time prior to .'-tlier time when the pressure` in thetank 30 reaches atmos pheric. In this initial striking of the arc, the operator must, of course, wait for the short interval which is required for the engine to pick up speed. i If the are is now broken, the armature I0 will close the end of the tube I4. At this time, however, both tank 30 and the cylinder I 0 will contain air which will be withdrawn gradually through the adjustable needleyalve into the intakek manifold. By providing -a proper size of tank 30 and by proper adjustment of the needle valve 24, there may be produced a delay of as much as one to two minutes before the valve 20 isclosed to its idling position. It is this delay which forms one of the important features of the invention, since the workman frequently desires to change his electrode, an operation which may lbe performed in a few seconds, whereupon he may resume the welding operation without waiting even for the few seconds which the engine requires to pick up speed. On the other hand,

thecontrolling mechanism insures that the engine will not operate at full speed under no load conditions for any appreciable length of time.

Besides cooperating with'jthe tank Min controlling the time intervahthe needle valve 24 has a second important function of permitting only a limited flow of air to the intake manifold. If the conduit 23 were wide open and aii'ording unrestricted new 9g air; the mixture in the intake manifold would bel very greatly diluted, since the' 10 cylinder is freelyopened to the atmosphere during load conditions by reason of the retracted position of the armature I0.

It will be' obvious that while the controlling mechanism is of particular advantage in connection with a welding apparatus, the controlling mechanism will be useful for other purposes, for example, if the generator is furnishing current for lighting, radio purposes, etc. It will also be obvious that the improved mechanism will offer considerable advantages in the way of simplicity even though the tank is eliminated where all that is desired is a slowing down of the engine when the load is removed irrespective of whether this slowing down `occurs rapidly or slowly. i

While valve |06 is preferably provided to close passage |00 during operation of the-Welder alone, yif the compressor is unloaded with a full tank 46,

vthe pressure will seat valve |00 thus closing the passage even though no valve such as |00 is 30 provided. i y v i Let it be now assumed that the welder .is not `being used and the compressor alone is operating. So long as the circuit of the generator 'is open, very little power is required to turn its armature. Accordingly such idle rotation is quite satisfactory and there is no need to disconnect, the generator. v During the operation now considered. valve |08 is opened to furnish communication between seat |02 and cylinder Il. Arma-A 40 ture I0 closes seat I2 as long as no load is on the generator. v

During the operation ofthe machineto 'fill tank 48, fingers 52 are retracted from disk 4I. thus permitting its normal operation, and 'air is forced 45 into tank 40, the engine operating with open throttle. Disk 08 will then be forcedl against seat 68 by spring 'I8'. At this time the pressure in the tank is exerted on a circular area of the upper face of the disk having as diameter the inner diameter of seat 0I. The seating of ball 04 is imperfect (for a reason later described) and accordingly lines 8| and 00 are in communication with itie atmosphere through the casing 82 and open- When the pressure abovedisk 00 rises sumciently to overcome the tension of spring 14, `the disk will move away from seat'l. Immediately the area on which pressure is acting increases to the full disk area and consequently the disk is moved positively and instantly against seat 14in spite of the slight increase in tension of the spring, which is more than compensated for by the increased area of pressure. The clearance between the disk 00 and the walls is so slight as not to permit such great leakage about the edges as to create a counterbalancing pressure on the bottom of the disk, and the pressure thereunder is. therefore substantially atmospheric until the disk seats on 'I4 and thereafter.

After seating of the disk the leakage, though slight, will raise the pressure about bushing 'i2 and in lines 6| and 90 to the pressure in tank 46. Consequently piston I6 will be forced downwardly causing fingers 52 to hold each valve 4l in open 75 movement of the piston occurs.

position so that the piston in each cylinder of the compressor will produce an idle ilow of air into and out of the cylinder. At the same time piston 94 will be forced upwardly so that valve |00 will seat -at |02 closing oil communication between cylinder I6 and the atmosphere. Air will then be drawn from cylinder I6 causing movement of piston I8 to close throttle 20 to its idling position. To secure rapid slowing down of the engine, the valve 29 in the pipe 28 may be closed so that tank 30 need not be exhausted before The delayed slowing down, which is important for Welding, is not necessary in the use of the compressor since tank 46 furnishes air during the interval during which the engine gains speed.

As compressed air is drawn from tank 45, the

pressure therein drops so that the tension ot spring 16 is suilicient to overcome the pressure above the disk. As soon as the disk rises from seat 14, the air in tting 82 and line 9U rushes over the seat towards opening 80 creating a momentary back pressure against the underside of the disk serving to reinforce the spring i6 to snap the diskupwardly against seat 66. As soon as such seating is effected, the area of pressure above the disk is decreased so that, although the pressure below it is atmospheric, the spring alone will produce tight seating until the pressure again rises as above described.

Upward movement o f the disk opens line gli to the atmosphere, whereupon piston 94 drops, air rushes into cylinder it, and throttle 20 is snapped open. The pressure in line @l does not immediately fall to atmospheric pressure but does so only after an interval determined by the velocity of leakage of air past valve 8d which is provided with an imperfect seat permitting slow leakage. Thus valve d@ is permitted to close only after the engine' gains speed whereby stalling due to a sudden imposition of a load on the idling engine will be prevented.

It will be noted that the disk is positively snapped against both seats and remains on one or the other until the pressure in tank diivaries to a considerable degree between maximum and minimum pressures. Floating of the disk on the spring with resultant continual starting and stopping is thereby prevented.

Under certain conditions it may be desired to use both the compressor and Welder. At this time both valves |06 and 29 will be opened and piston I8 will respond to the requirements of both the generator and compressor; that is, whenever the the compressor requires power the cylinder is4 opened to the atmosphere through |02.

While the vinvention has'been described with specific reference to an internal combustion engine driven compressor-generator unit, it will be obvious that itsvvarious features are more broadly applicable within the scope of the invention as dened by the following claims.

What I claim and desire to protect by Letters Patent is:

1. In combination with an internal combustion engine, means for controlling the engine including a throttle valve for controlling the ilow of fuel to the intake of the engine, a cylinder, a piston in the cylinder connected to the valve, means urging the piston outwardly of the cylinder to open the valve, said cylinder being connected to the intake whereby a vacuum'mazr be produced in the cylinder to effect closure of the valve by inward movement of the piston, means automatically operated upon'application of a load to the engine to break the vacuum in the cylinder, and means for delaying the production of a vacuum in the cylinder upon removal of a load, said last named means including a tank ycommunicating with the cylinder to be exhausted therewith.

2. In combination with an internal combustion engine, means for controlling the engine including. a throttle valve for controlling the iiow of fuel to the intake of the engine, a cylinder, a piston in the cylinder connected to the valve,

means urging the piston outwardly of the cylinder to open the valve, said cylinder being connected to the intake whereby a vacuum may be produced in the cylinder to eiect closure of the valve by inward movement of the piston, means automatically operated uponl application of a load to the engine to break the vacuum in the cylinder, and means for delaying the production of a vacuum in the cylinder upon removal of a load, said means including a restricted passage between the cylinder and intake and a tank communicating with the cylinder to be exhausted therewith.

3. In combination with an internal combustion engine, means for controlling the engine including a throttle valve for controlling the ilow of fuel to the intake of the engine, a cylinder, a piston in the cylinder connected to the valve, means urging the piston outwardly of the cylinder to open the valve, a connection between the cylinder and intake, a connection between the cylinder and atmosphere, a valve controlling the last mentioned connection, said last named valve being closed when the engine is unloaded, means for opening the last named valve upon application of a load to the engine, and a tank connected to the cylinder.

d. In combination with an internal combustion engine, means for controlling the engine including a throttle valve for controlling the ilow of fuel to the intake of the engine, a cylinder, a piston in the cylinder connected to the valve, means urging the piston outwardly of the cylinder to open the valve, a connection between the cylinder and intake, a connection between the cylinder and atmosphere, a valve controlling the last mentioned connection, said last named valve being closed when the engine is unloaded, means for opening the last named valve upon application of a load to the engine, the connection between the cylinder and intake being restricted, and a tank connected to the cylinder.

5. In combination' with an internal combustion engine, means for controlling the engine including a throttle valve for controlling the flow of fuel to the intake of the engine, a cylinder, a piston in the cylinder connected to the valve, means urging the piston outwardly of the cylinder te open the valve, a connection between the cylinder and intake, a connectionbetween the cylinder and atmosphere, a valve controlling the last mentioned connection, said last named valve being closed when the engine is unloaded, electrically operated means for opening the last named valve upon application of a load to the engine, the connection between the cylinder and intake ALFRED N. GUSTAFSON. 

